U.S. patent number 6,976,688 [Application Number 10/888,846] was granted by the patent office on 2005-12-20 for mounting assembly for a vehicle suspension arm.
This patent grant is currently assigned to Oshkosh Truck Corporation. Invention is credited to Brian K. Anderson, David W. Archer.
United States Patent |
6,976,688 |
Archer , et al. |
December 20, 2005 |
Mounting assembly for a vehicle suspension arm
Abstract
A mounting assembly for use with a mounting surface includes an
arm, a pin, a pair of clamping blocks and a fastener. The arm has a
cylindrical bore at one end. The pin extends through the bore. Each
block of the pair of clamping blocks includes a central opening and
is circumferentially discontinuous about the central opening. Each
clamping block further includes a slot defined by portions of the
block. The slot is dimensioned to allow the pin to pass through the
slot when the block is in an unclamped position and to tightly grip
the pin when the block is in a clamped position. The fasteners
extend across the slots and are configured to engage the mounting
surface to mount the blocks to the mounting surface.
Inventors: |
Archer; David W. (Hortonville,
WI), Anderson; Brian K. (Oshkosh, WI) |
Assignee: |
Oshkosh Truck Corporation
(Oshkosh, WI)
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Family
ID: |
32682753 |
Appl.
No.: |
10/888,846 |
Filed: |
July 9, 2004 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
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635579 |
Aug 9, 2000 |
6764085 |
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Current U.S.
Class: |
280/124.134;
248/689; 280/124.135; 403/154; 403/155 |
Current CPC
Class: |
B60G
7/00 (20130101); B60G 7/04 (20130101); B60G
11/16 (20130101); B60G 21/0551 (20130101); B62D
21/11 (20130101); B60G 2200/144 (20130101); B60G
2200/422 (20130101); B60G 2200/44 (20130101); B60G
2202/12 (20130101); B60G 2202/135 (20130101); B60G
2204/1224 (20130101); B60G 2204/124 (20130101); B60G
2204/143 (20130101); B60G 2204/148 (20130101); B60G
2204/41 (20130101); B60G 2204/416 (20130101); B60G
2204/4502 (20130101); B60G 2206/0114 (20130101); B60G
2206/50 (20130101); B60G 2206/601 (20130101); B60G
2206/91 (20130101); B60G 2300/02 (20130101); B60G
2300/14 (20130101); B60G 2300/38 (20130101); Y10T
403/32901 (20150115); Y10T 403/32893 (20150115) |
Current International
Class: |
B60G 003/04 () |
Field of
Search: |
;280/124.134,124.135
;248/689 ;403/154,155,344 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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0 410 675 |
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Dec 1993 |
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EP |
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1 164 074 |
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Dec 2001 |
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EP |
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218 114 |
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Jul 1924 |
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GB |
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429596 |
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May 1935 |
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GB |
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947853 |
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Jan 1964 |
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GB |
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1 286 229 |
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Aug 1972 |
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GB |
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2 147 553 |
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May 1985 |
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GB |
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2 230 237 |
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Oct 1990 |
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GB |
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2 277 304 |
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Oct 1994 |
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GB |
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2001-140964 |
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May 2001 |
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JP |
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Primary Examiner: Culbreth; Eric
Attorney, Agent or Firm: Foley & Lardner LLP
Parent Case Text
CROSS-REFERENCE TO RELATED PATENT APPLICATIONS
This application is a continuation application of U.S. application
Ser. No. 09/635,579, now U.S. Pat. No. 6,764,085, from which
priority is claimed under 35 U.S.C. .sctn.120. The full disclosure,
in its entirety, of U.S. application Ser. No. 09/635,579 is hereby
incorporated by reference.
Claims
What is claimed is:
1. A mounting assembly for use with a mounting surface, the
assembly comprising: an arm with a first cylindrical bore at one
end of said arm; a first pin extending through said first bore; a
pair of first clamping blocks, each first block having a first
central opening, each first clamping block being circumferentially
discontinuous about said first central opening and having a first
slot defined by portions of said first block, said first slot being
dimensioned to allow said first pin to pass through said first slot
when the first block is in a first unclamped position and to
tightly grip said first pin when the first block is in a second
clamped position; first fasteners extending across the first slots
and configured to engage the mounting surface to mount the first
blocks to the mounting surface.
2. A mounting assembly in accordance with claim 1 wherein: portions
of each block defining said first slot have aligned holes through
which the first fasteners may pass, whereby tightening of said
first fasteners causes said slots to close and said blocks to grip
said pins, said assembly including a pair of bushings, said
bushings being disposed in said first cylindrical bore of said arm,
said first pin having a length greater than the sun of the lengths
of said bushings whereby said pin when passing through said bushing
has exposed ends grippable by said first clamping blocks, said
bushings having an inner sleeve bearing and an outer elastomeric
flanged sleeve and an intermediate sleeve therebetween with a seal
at an outer end of said intermediate sleeve, said flanged sleeve
having a flange at an outer end thereof, said pin has a threaded
bore at each end, a threaded fastener being threadably engageable
in said threaded bore, and said threaded fastener connecting with a
washer to pre-load said pin between said clamping blocks when said
clamping blocks grip said pin.
3. The mounting assembly of claim 1 wherein the pin extends along
an axis and wherein the arm rotates relative to the clamping block
about the axis.
4. The mounting assembly of claim 1 including a pair of opposing
fasteners, one at each end of the first pin.
5. The mounting assembly of claim 1 wherein each slot is configured
to extend in a downward direction when the pair of first clamping
blocks are mounted to the mounting surface.
6. The mounting assembly of claim 1 wherein the first fasteners are
configured to threadably engage the mounting structure.
7. The assembly of claim 1 wherein the arm includes: a second
cylindrical bore at said one end of said arm; a second pin
extending through the second bore; a pair of second clamping
blocks, each second block having a second central opening, each
second clamping block being circumferentially discontinuous about
the second central opening and having a second slot defined by a
portion of said second block, said second slot being dimensioned to
allow said second pin to pass through said second opening when the
second block is in a first unclamped position and tightly gripping
said second pin when the second block is in a second clamped
position; and second fasteners extending across each slot and
configured to engage the mounting surface to mount the second
blocks to the mounting surface.
Description
BACKGROUND
The present invention relates to large vehicles having independent
suspensions, such as those which are typically used in military
applications and in large municipal vehicles, such as fire trucks.
In particular, the invention relates to a frame and independent
suspension assembly which allows a vehicle to have better stability
by lowering the center of gravity, and better visibility because of
the lower drivetrain and lower hoodline.
Military and other emergency vehicles must be designed to extremely
demanding specifications. The vehicles must be capable of driving
over or through obstacles which only a tactical or emergency driver
would attempt. The vehicles must be able to endure corrosive,
partially submerged and frequently dirty environments, such as
standing water, chemicals or deep mud.
In addition, it is desirable for such vehicles to provide maximum
forward visibility for the operator and maximum load carrying
capacities. One step which has been taken in the design of heavy
duty vehicles has been to utilize C-shaped channels as the main
frame members. The use of two widely-spaced beams provides a space
where various engine, transmission and other essential components
can be mounted. Making more space available along the center line
of the vehicle frame allows heavy components to be more effectively
mounted at lower elevation which, in turn, lowers the vehicle's
center of gravity. Vehicles with low centers of gravity have
improved stability. A lower center of gravity in a vehicle provides
improved resistance to overturning as the vehicle traverses rough
terrain or maneuvers around obstacles at high rates of speed. The
improved visibility that results from a lowering of a vehicle[']s
drive train and hoodline allows for safer operation of the vehicle.
While the present invention has particular application in the
context of frame members which are C-shaped, the invention may be
used with frame members having other shapes, such as tubular shapes
(rounded and rectangular) and other structurally advantageous
shapes.
SUMMARY OF THE INVENTION
The present invention provides a mounting assembly for a rotating
arm, such as a control arm of an independent suspension. The
present invention provides for easy removal of a pin in the
mounting assembly, which in turn allows for easy replacement of the
control arm of a vehicle suspension. These and other advantages are
accomplished by using a pin which passes through a cylindrical bore
in one end of the arm. The pin is gripped at each end by a clamping
block. Each block has a main pin-gripping opening for one end of
the pin, and the opening has an initial size which allows the end
of the pin to pass easily through the opening. However, when the
clamping block is tightened, such as by mounting the block to a
support, the opening is made smaller so as to grip the end of the
pin.
Other features and advantages of the present invention will be
better understood upon a reading of the following specification,
read together with the accompanying drawings, wherein:
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a perspective view of a pair of weldments and portions of
an axle constructed in accordance with the present invention;
FIG. 2 is a second perspective view of the weldments shown in FIG.
1 with other suspension components shown adjacent thereto;
FIG. 3 is a third perspective view of the weldments shown in FIGS.
1 and 2;
FIG. 4 is a side-elevational view of a front left-hand weldment of
the present invention as configured with no anti-sway bar;
FIG. 5 is an end view of the weldment shown in FIG. 4;
FIG. 6 is a top plan view of the weldment shown in FIGS. 4 and
5;
FIG. 7 is side-elevational view of a rear left-hand weldment of the
present invention as configured for use with an anti-sway bar;
FIG. 8 is an end view of the weldment shown in FIG. 7;
FIG. 9 is a top plan view of the weldment shown in FIGS. 7 and
8;
FIG. 10 is an exploded perspective view of a lower control arm
constructed in accordance with the present invention;
FIG. 11 is a cross-sectional view of a bushing assembly of the
control arm of the present invention taken along line 11--11 in
FIG. 1A;
FIG. 11A is a top view of a bushing assembly of the control arm of
the present invention;
FIG. 12 is an exploded perspective view of an anti-sway bar
assembly made in accordance with the present invention;
FIG. 13 is an end view of the spring guide bushing shown in FIG. 14
made in accordance with the present invention;
FIG. 14 is a cross-sectional view taken along line 14--14 in FIG.
13 and showing a bushing for a spring guide; and
FIG. 15 is a longitudinal cross-section through a spring guide made
in accordance with the present invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
FIG. 1 shows the front portion of a vehicle and its suspension
support in relation to a frame rail 2 of a vehicle. A left-hand or
first side plate 10 is mounted beneath a left-hand frame rail (not
shown), and a right-hand or second side plate 12 is mounted beneath
a right-hand frame rail 2. Several bolts are used to connect each
of the side plates 10 and 12 to its respective frame rail. A
differential 15 with a differential drive connection 14 is
connected to each of the side plates 10 and 12. As further shown in
FIGS. 2 and 3, it is clear that the main side plates 10 and 12 are
joined together by the lower plate 20, bar 22 and differential 15
at the lower portions of the side plates 10 and 12. The side plates
shown in FIGS. 1 through 6 are for a suspension which is not
equipped with an anti-sway bar.
Referring now to the first plate 10 shown in FIGS. 1 through 6, it
is comprised of three main components which are welded together.
Those components are: a longitudinally extending main plate member
51; a leading end plate 48; and a trailing end plate 50.
Longitudinally extending plate member 51 includes four sections: an
upper vertical plate section 52; a horizontal plate section 54; a
lower vertical plate section 56; and a lower lip 58. The upper
vertical plate section 52 and the lower vertical plate section 56
are in an off-set and generally parallel relationship. Extending
from the outer face of the upper vertical plate section 52 are
three pockets including a shock absorber pocket 38 formed by gusset
plates 40 and a bearing plate 42, a jounce bumper pocket 61 formed
by gusset plates 40 and 46 and jounce bumper plate 62, and a coil
spring pocket 39, defined by the end plate 48, gusset plate 46 and
coil spring bearing plate 47. A lifting lug 44 may be welded to the
bearing plate 47 for use in lifting the complete vehicle. The lower
vertical plate section 56 has an opening 70 so that a half-shaft 16
can extend from the differential 15 to the wheel end 18 (see FIG.
1).
As is most clearly shown in FIG. 2, the elements of the suspension
system are connected to the outer portions of the first side plate
10. The shock absorber 24 extends from the bearing plate 42 to the
lower control arm 32. Similarly, the suspension coil spring 26
extends from the lower control arm 32 to the bearing plate 47. In
addition, inside the suspension coil spring 26, a spring guide 28
extends from the lower control arm 32 into the spring guide bushing
30 which is bolted to the coil spring bearing plate 47. An upper
control arm 34 is connected by a ball joint 37 to an upper portion
of the steering knuckle 41. The upper and lower control arms 34 and
32, respectively, are held in place by four control arm mounting
assemblies 94, an example of which is more clearly shown in FIG. 10
discussed below. The locations of the control arm mounting
assemblies for a left-hand side plate 10 can best be seen in FIG. 4
wherein upper control arm attachment locations 68 and lower control
arm attachment locations 66 are at upper and lower portions of the
vertical mounting plate 56. An ear 78 is used to support various
system lines, i.e., hoses or wires, etc., which lead to the wheel
end 18. A stiffening flange 60 extends from the outer edge of the
end plate 50 to provide the plate 50 with increased resistance to
buckling.
FIGS. 7, 8 and 9 show a left-hand side plate 10a for use with an
anti-sway bar. In describing the anti-sway bar equipped left-hand
side plate 10a, the same reference numerals used to indicate
portions of the side plate 10 are used for components which are the
same. For example, a coil spring bearing plate 47 extends between
an end plate 48 and a gusset 46 to define a pocket 39 for a coil
spring (not shown in FIG. 7). The left-hand side plate 10a includes
upper control arm mounting locations 68 and lower control arm
mounting locations 66. Gusset plates 40 and shock absorber bearing
plate 42 define a shock absorber pocket 38. However, an element
which is part of the left-hand side plate 10a, which is not
included in the front side plate 10 is a bushing pocket 76 and an
opening 74 through which extends an anti-sway bar 112, more details
of which are shown in FIG. 12.
FIG. 10 is an exploded view of a lower control arm assembly. The
lower control arm 32 has two control arm mounting assemblies 94,
one of which is shown in exploded form on the left side of FIG. 10.
The lower control arm 32 has a longitudinal axis and a cylindrical
bore at one end of the lower control arm 32. The cylindrical bore
has an axis transverse to the lower control arm longitudinal axis.
The control arm mounting assembly 94 includes a pin 96 and two
bushing assemblies 98 (more detail of which is shown in FIG. 11).
The ends of the pin 96 are clamped by the blocks 36 as the blocks
36 are attached to the lower vertical plate section 56 of a side
plate. Each of the blocks 36 has a central opening and is
circumferentially discontinuous about its central opening. The pin
96 has a length greater than the sum of the lengths of the bushings
98 whereby the pin 96 when passing through the bushings 98 has
exposed ends grippable by the clamping blocks 36. The pin 96 can
have a threaded bore at each end. The clamping blocks 36 each have
aligned holes through which bolts may pass, with tightening of the
bolts causing the slots 97 to close and the blocks 36 to grip the
pin 96. The aligned holes may be unthreaded. A thrust washer 108 is
disposed between each bushing assembly 98 and a block 36. A screw
110 and washer 111 are used to properly pre-load the bushing 98
before installation. These fasteners are threadably engageable in
the threaded bore of the pin 96. The lower control arm 32 includes
a spring mount 90 through which there extends a spring pivot pin 91
and a sleeve bearing 95. A spring seat 84 with a threaded hole 85
for receiving the spring guide 28 straddles the spring mount 90. A
small dowel pin 89 retains the pin 91 in the spring seat 84 and
causes the spring seat 84 to rotate the spring pivot pin 91 within
the sleeve bearing 95. A pair of seals 93 prevent contaminants from
entering the sleeve bearing 95 within the spring mount 90. FIG. 10
also shows a ball joint assembly 82, which is housed within a
socket 80 on the outer end of the lower control arm 32.
FIG. 11 is an enlarged cross-sectional view of the bushing assembly
98 which is part of the control arm mounting assembly 94. The
bushing assembly 98 includes an inner sleeve bearing 106, an
intermediate metal sleeve 104 and an outer elastomeric sleeve 102
which has a flange 107 at one end and annular ribs and grooves on
the outside surface thereof. A seal 100 engages a shoulder formed
on the outer edge of the intermediate sleeve 104. The bushing
assembly 98 fits snugly into a bore formed at the inside end of
each leg of the lower control arm 32. As the block 36 is tightened
into position against the lower vertical plate section 56 of a side
plate, the pin 96 is gripped by the block 36 as a result of the
closing of the gap formed by the slot 97 in the block 36. A slot in
each block 36 of a control arm mounting assembly allows for easy
removal of a pin 96 from the assembly 94. Arranging the slots 97 so
that they face down makes it harder for water and mud to flow into
the pin/block joint.
FIG. 12 shows the anti-sway assembly which forms a part of the
present invention. An anti-sway bar 112 has a splined end 114 and
extends through the opening 74 in the upper vertical plate section
52 of a side plate 10a. The anti-sway bar 112 is supported by a
bushing 116. The bushing 116 is contained in a pocket 76, the top
portion of which is formed by a removable plate 124. One end of the
plate 124 is inserted into a slot 77 formed in a gusset plate 40,
and the other end of the plate 124 is held in place by bolts. A
pair of collars 118 maintain the position of the anti-sway bar 112
in the bushing 116. A pair of seals 119 prevent contaminants from
entering the bushing 116. The splined end 114 of the anti-sway bar
112 is engaged in and clamped by an end of the arm 120. A vertical
link 122 connects an end of the arm 120 to the steering knuckle
41.
FIGS. 13 and 14 show the spring guide bushing 30 which is attached
to the coil spring bearing plate 47 on the front side plates 10 and
12. The spring guide bushing 30 includes a tapered bore or opening
31 through which a spring guide 28 extends. The taper allows the
spring guide 28 to articulate slightly within the bushing 30.
Mounting ears 33 facilitate the connection of the bushing 30 to the
bearing plate 47. The bushing 30 is mounted in the orientation
shown in FIG. 2 so that the narrower end of the tapered opening 31
is upward, i.e., the bushing 30 extends down into and through the
opening in the bearing plate 47. The rear spring is stable enough
by itself not to need a guide. The spring guide 28 is shown in FIG.
15. The spring guide 28 has a threaded end 27 which threads into
the threaded hole 85 in the spring seat 84.
(See FIG. 10.) A stop 35 is welded to the body of the spring guide
28 to limit the threaded engagement of the threaded end 27 and the
spring seat 84. At the opposite end of the spring guide 28 a drive
socket 29 is incorporated to facilitate the threaded engagement of
the spring guide 28 into the spring seat 84 with a common wrench.
It should be noted that the diameter of the spring guide 28 is
substantially smaller than the inside diameter of the coil spring
26 through which it extends. The result is a non-contact spring
guide. The spring guide 28 is free to slide within the tapered
opening 31 in the spring guide bushing 30 as the wheel of a vehicle
moves up and down. The alignment of the spring seat 84, however, is
maintained so that buckling of the coil spring 26 is prevented,
even in instances where there is a large compression of the spring
as a result of relative movement of the wheel and the frame.
Having described a number of features, discoveries and principals
embodied in the foregoing examples, it is intended and will be
understood by those skilled in the art, that a number of
modifications, alternatives and variations thereof may be made
while still incorporating the spirit and scope of the inventions as
claimed below.
* * * * *